How Blue Lights on Train Platforms Combat Tokyo’s Suicide Epidemic When it launched on October 1, 1964, the world’s first high-speed rail network was known as yume no chotokkyu — literally, the “super-express of dreams.” The first line in Japan’s now world-famous shinkansen network, which would come to be known as the “bullet train,” was built against all odds, in the face of fierce public opposition, technical difficulties and astronomical costs. The $80 million loan secured from the World Bank for construction and engineering barely covered expenses, and the head of the project, Shinji Sogō, resigned amid the scandal of an out-of-control budget. People called the team who worked on the project “the crazy gang.” But when it pulled out of Tokyo Station 50 years ago, the much-maligned bullet train accelerated a process of change that would transform Japan’s cities, geography and identity. After the devastation of World War 2, “The shinkansen was the symbol that Japan had not only caught up, but, in terms of railway technology at least, in 1964 had overtaken the rest of the world,” writes Christopher P.

Hood in Shinkansen: From Bullet Train to Symbol of Modern Japan. It was more than just a train. The 0 Series shinkansen, painted gleaming white with a blue stripe running its length, became an early symbol of the technological ascension Japan would display through the rest of the 20th century. Today, over 350,000 annual trips transport tens of millions of passengers all over Japan with sublime efficiency — the average delay time is less than a minute. A research report titled “30 Years of High-Speed Railways: Features and Economic and Social Effects of The Shinkansen” by Hiroshi Okada, estimates that the economic impact from the shinkansen train network, based on the time saved from faster travel, is approximately ¥500 billion ($4.8 billion USD) per year. Okada stresses that the cultural impact is also significant, a shinkansen offers people living far from urban centers “easy access to concerts, exhibitions, theaters, etc., enabling them to lead fuller lives.” Half a century ago, however, the system was far humbler.

In 1964, the first track was the Tokaido Line, a 320-mile-long link between Tokyo and Osaka that reduced the trip from six-and-a-half hours (on conventional trains) to three hours and 10 minutes, traveling at a maximum speed of 200 miles per hour. Although a one-day round trip between the two major cities was possible before, the shinkansen made it useful. For the first time, workers could get to meetings in one city during the day and be back home drinking an Asahi in the local izakaya that night. (That Asahi likely wouldn’t have been their first of the day — drinking beer and riding the shinkansen go hand-in-hand, to the point that Japanese beer companies produce special commemorative cans for the trains’ anniversaries.) The train expanded mobility profoundly, pulling people from rural areas to the Tokaido Line. Businesses converged around the major stops as a growing emphasis on productivity swept across Japan. Today, the shinkansen network has 1,487 miles of track, with more set to open in the coming years.

All along the shinkansen tracks between Tokyo and the southern city of Fukuoka is now an almost unbroken stretch of cities and towns that didn’t exist in 1964. It seems that everything the shinkansen touches turns to city, and regions that are off the beaten track, so to speak, benefit greatly from the economic jumpstart brought by the train. When the Hokuriku Shinkansen was opened, it halved the travel time between Tokyo and Nagano, and the number of rail passengers grew by 40 percent. When the shinkansen was introduced between Tokyo and Hachinohe, ridership increased by 60 percent. In one exceptional case the number of riders on a new segment of the Kyushu line increased by 240 percent. New shinkansen lines are often proceeded by aggressive marketing campaigns promoting tourism in those areas, a strategy that seems to work. But the changes that the first shinkansen heralded — a modern era built on innovative engineering and design — now, to some degree, feels like the distant past in Japan. In 2014, the Far East archipelago is saddled with a troubled economy, struggling rural areas and an aging population.

Can a high-speed train solve those problems, too? The Council for Transport Policy has a plan, known as the One-Day Travel Initiative. It’s goal: regardless of where you are in Japan, it should only take you three hours to get to the nearest major regional city (Tokyo, Osaka, Nagoya, Sapporo or Fukuoka). Thanks to the shinkansen, this goal has almost been achieved. The planned impact of this hyper-mobility is to stem the tide of migration toward hungry urban centers, like Tokyo, and encourage decentralization. New trains are being developed, such as the Maglev, which could further reduce travel times between Tokyo and Osaka — the original shinkansen route — to a single hour. You can picture the marketing materials: “Why live in an expensive, crowded city when you could have a house in the country and commute to work each morning, then enjoy a beer all the way home on the super-express of dreams.” Shinkansen (Japanese Bullet Train) Rush Hours Shinkansen Japan's main islands of Honshu, Kyushu and Hokkaido are served by a network of high speed train lines that connect Tokyo with most of the country's major cities .

Japan's high speed trains (bullet trains) are called shinkansen (�V����) and are operated by Japan Railways (JR). Running at speeds of up to 320 km/h, the shinkansen is known for punctuality (most trains depart on time to the second), comfort (relatively silent cars with spacious, always forward facing seats), safety (no fatal accidents in its history) and efficiency. Thanks to the Japan Rail Pass , the shinkansen can also be a very cost effective means of travel . Shinkansen Network The shinkansen network consists of multiple lines, among which the Tokaido Shinkansen ( Tokyo - Nagoya - Kyoto - Osaka ) is the oldest and most popular. All shinkansen lines (except the Akita and Yamagata Shinkansen) run on tracks that are exclusively built for and used by shinkansen trains. Most lines are served by multiple train categories, ranging from the fastest category that stops only at major stations to the slowest category that stops at every station along the way.

Shinkansen Tickets Seat Classes Most shinkansen trains in Japan offer seats in two classes, which are typically found in separate cars: Ordinary Like the name suggests, ordinary seats are the regular seats found on all shinkansen trains. Although the size and foot space of ordinary seats varies between train sets, ordinary seats on shinkansen are generally comfortable and offer a generous amount of foot space. They usually come in rows of 3x2 seats. Green Car Comparable to business class on airplanes , green cars offer seats that are larger and more comfortable than ordinary seats and offer more foot space. The seats are arranged in rows of 2x2 seats. Green Cars tend to be less crowded than ordinary cars. Furthermore, Gran Class is available on new train sets along the Tohoku Shinkansen , Hokuriku Shinkansen and Hokkaido Shinkansen . Comparable to first class on airplanes , Gran Class offers seats that are even more spacious and comfortable than Green Car seats (in rows of 2x1 seats) and additional amenities and services. Reserved vs.

non-reserved cars Most shinkansen trains offer both non-reserved seats (���R��, jiyūseki) and reserved seats (�w���, shiteiseki) in separate cars. Only the Hayabusa, Hayate and Komachi trains on the Tohoku Shinkansen and Hokkaido Shinkansen and the Kagayaki trains on the Hokuriku Shinkansen are fully reserved and do not carry non-reserved seating. All seats in Green Cars are reserved. Bilingual signs indicate whether a shinkansen car carries reserved or non-reserved seats. Advance seat reservations are required to use a seat in a reserved car ( see below on how to make seat reservations). A fee of a few hundred yen applies for making seat reservations. Japan Rail Pass holders can make seat reservations for free. Signs on cars indicating whether the car is reserved or non-reserved Signs on a platform (left) and inside a train (right) Display in a station indicating the non-reserved car numbers of upcoming departures Regular Tickets A shinkansen ticket is made up of several fees: Base fare The fare to be paid to get from A to B. Increases step wise according to the distance traveled.

Issued as a base fare ticket (��Ԍ�, jōshaken). Shinkansen supplement (limited express fee) The supplement fee to be paid for using a shinkansen train (as opposed to a local train ). The fee increases step wise according to the distance traveled. The express supplement is issued as a limited express fee ticket (���}��, tokkyūken). Seat reservation fee 320, 520 or 720 yen depending on whether it is low season, regular season or high season respectively. An additional supplement (100-620 yen depending on distance traveled) applies for using reserved seats on Nozomi , Mizuho , Hayabusa and Komachi trains. The seat reservation fee is usually combined with the express supplement into a single ticket. Green car fee The supplement fee for riding the green car. Increases step wise according to the distance traveled. It is usually combined with the express supplement into a single ticket. A passenger typically receives two pieces of tickets (a base fare ticket and a supplement ticket), although in some situations the two tickets are combined into a single ticket. If multiple trains are involved, there can be more than two tickets (one supplement ticket for each train).

Base fare ticket Shinkansen supplement ticket Rail Passes The Japan Rail Pass can be used on all shinkansen trains except Nozomi and Mizuho trains and covers all the fees involved. Seat reservations can be made for free at ticket counters. Pass holders will receive a seat reservation ticket that indicates the reserved seat. They need no tickets besides their rail pass when using non-reserved seats. Similar to the nationwide Japan Rail Pass, there are numerous regional passes that also cover some shinkansen trains. Other discount tickets Small discounts are available for set ticket (�񐔌�, kaisūken) and round trip tickets (��������, ōfukuwaribiki) that are available for selected sections. Other tickets provide a discount when purchased in advance (����, hayatoku). Discount ticket shops around major stations also sell shinkansen tickets at small discounts. Travel packages such as the various shinkansen tour packages by Japanican or the Puratto Kodama Economy Plan (for travel along the Tokaido Shinkansen by Kodama) can provide more substantial savings, but have to be purchased in advance. Seat Reservations Seat reservations allow you to secure a seat and travel with peace of mind.

They can be made for all shinkansen trains, but are not mandatory on the trains that also carry non-reserved seating. Only the Hayabusa, Hayate and Komachi trains along the Tohoku Shinkansen and Hokkaido Shinkansen , and the Kagayaki trains along the Hokuriku Shinkansen require seat reservations. When and where can I make seat reservations? Seat reservations can be made from one month before travel date (from 10:00am) until shortly before departure time. They can be made in various ways: At a ticket counter Seat reservations can be made in person at ticket offices of all major JR stations across Japan. Any shinkansen can be reserved from any JR ticket office in Japan. At a vending machine A few types of vending machines with bilingual menus (Japanese and English) allow travelers to make seat reservations on shinkansen trains. Japan Rail Pass holders cannot use vending machines to make seat reservations. Online JR East and JR Hokkaido operate English websites (to be united on the JR East website from February 2017) that allow regular travelers and rail pass holders to book selected trains.

Tickets need to be picked up in the respective company's service area (read the how-to-use sections for details). Each JR company also operates Japanese websites for online reservations, however, they require Japanese language skills and residency. What information is needed to make a seat reservation? In order to purchase a shinkansen ticket, the following information is needed: Number of travelers For a seat reservation, the following additional information is required: Train name (e.g. Hikari) and train number or departure time Preference of smoking or non-smoking seat, if available If you do not speak Japanese , it is recommended that you write the data on a piece of paper and present it to the salesperson in order to make the purchasing process smoother. Salespersons are generally familiar with the English vocabulary needed for the purchase of train tickets and seat reservations, but many have limited English conversation skills. How can I pay? Cash and credit cards can be used at ticket counters and vending machines that sell shinkansen tickets. At some ticket counters, you should indicate at the beginning of your order that you will be paying by credit card. Japan Rail Pass holders can make seat reservations for free. Are seat reservations recommended?

On many trains reserved seats do not get booked out, but on some they do. On particularly busy travel days (e.g. peak travel days during Golden Week , Obon and the New Year holidays), trains can get booked out several days in advance, but on most other days trains rarely get booked out more than a few hours in advance, if at all. For peace of mind seat reservations are always recommended, especially when traveling in groups and preferring to sit together. On a few shinkansen trains along the Tohoku Shinkansen , Hokkaido Shinkansen and Hokuriku Shinkansen seat reservations are mandatory. The green symbol with the seat indicates a ticket counter (midori no madoguchi) How to use the shinkansen? After purchasing your ticket (see above), proceed as follows: 1) Pass through the regular ticket gate At many stations, shinkansen passengers have to pass through two sets of automatic ticket gates: regular ticket gates and shinkansen ticket gates. At the regular ticket gates, insert only your base fare ticket into the ticket slot, pass the gate and retrieve your ticket at the other end.

Japan Rail Pass holders cannot use the automatic gates, but have to show their pass to the staff at the manned gate. 2) Make your way to the shinkansen platforms Follow the bilingual signs to the shinkansen platforms. Depending on the station, the shinkansen platforms are sometimes placed parallel to and close to the regular train platforms, but often they are located in a separate part or on a different level of the station complex. 3) Pass the shinkansen ticket gates A second set of gates divides shinkansen platforms from the regular train platforms, although at some stations there are also direct gates to the shinkansen platforms that allow passengers to skip the regular gates. This time, insert not only your base fare ticket but also your supplement ticket together into the ticket slot at the same time and retrieve them on the other side of the gate. Japan Rail Pass holders again use the manned gate, instead. 4) Access your platform Displays of upcoming departures will indicate from which platform your train will depart, while signs clearly indicate the way to each platform. Virtually all shinkansen platforms are equipped with escalators and elevators. 5) Find your car Displays on the platform indicate upcoming departures.

Other displays and/or signs mark the location of doors, indicating car numbers and whether the car is reserved, non-reserved or green. Some busy stations have two lanes painted on the platform in front of each door location: one for the upcoming departure and one for the departure afterwards. Passengers line up accordingly, especially in case of non-reserved cars to secure seats. 6) Find your seat Seats are numbered and lettered in the same style as on airplanes . Try not to block the aisle when storing your luggage and taking your seat to allow for quick boarding. Your seat Ordinary seats typically come in rows of 3x2 seats, although on some trains they are arranged in rows of 2x2 seats (and in rare cases in rows of 3x3 seats). Seats can be reclined and have tables, pockets for magazines and open overhead shelves. They provide considerably more foot space than economy seats on airplanes . Some newer train sets have electrical outlets installed along the walls. Green cars always come with rows of 2x2 seats and have seats that are more spacious than ordinary seats.

The seats are often equipped with a foot rest, reading light, electrical outlets (for aisle and window seats) and a seat warmer, although the exact facilities depend on the train set. All seats on shinkansen trains can be turned by 180 degrees, allowing travelers to always face forward. The seats are turned by the staff at the terminal stations, but can also be turned by passengers, for example, to create a group of four or six seats facing each other. Amenities & Services Signs and announcements inside the trains are multilingual ( Japanese and English on all shinkansen lines; plus Korean and Chinese on selected lines) and inform about upcoming stations. Most shinkansen trains are served by small food carts with a selection of snacks, drinks and boxed meals (bento) which periodically pass along the aisle. Some trains also have vending machines with drinks and pay phones . Wireless internet is available on the newest train sets between Tokyo and Shin-Osaka, however, a subscription or 1-day pass has to be purchased before boarding the train. All shinkansen are equipped with multiple toilets , which are sometimes separated by gender. The toilets are Western style except on some older train sets.

Newer train sets are also equipped with spacious toilets for wheel chair users. Outside the toilets are wash corners with sinks and large mirrors. Accessible toilet and wash corner on a modern train set Smoking Smoking is not allowed on most shinkansen trains. Prominent exception is the Tokaido / Sanyo Shinkansen on which some last smoking cars survive on older train sets. On newer train sets along the Tokaido/Sanyo Shinkansen, smoking is allowed only in small cabins with good ventilation that keep the trains free of smoke. On all other shinkansen lines, smoking is not possible. Luggage Shinkansen trains are equipped with relatively spacious overhead shelves (smaller on certain train sets) which can store small and medium sized bags and suitcases. Additionally, there is usually space for two or three large suitcases behind the last row of seats in each car. On many shinkansen trains the leg room is large enough to place a suitcase in front of you, although this may not be the most comfortable solution.

According to the rules book, each traveler is allowed to bring up to two pieces of luggage onto a train (not including small bags), with each piece not weighting more than 30 kilograms and not measuring more than 250 centimeters when adding up width, height and depth. However, even when bringing less than this upper limit, we recommend travelers with a lot of luggage to consider using a delivery service to make the trip more comfortable for themselves and the passengers around them. Space for luggage behind the last row of seats Shinkansen Manners Don't block the aisle with luggage. When having a conversation, keep your voice down. Recline your seat with consideration for the person behind you. Return the seat to its original position before exiting the train. Set your mobile phone to silent mode. Don't talk on your phone except in the deck areas between cars. Line up on the platform before boarding. Future of the Shinkansen Several new shinkansen routes are currently being built: Hokkaido Shinkansen: extension from Hakodate via Niseko and Otaru to Sapporo in 2030.

Hokuriku Shinkansen: extension from Kanazawa to Tsuruga in 2022 and via Obama and Kyoto to Osaka in 2046. Kyushu Shinkansen (Nagasaki Route): a branch line to Nagasaki which partially uses existing regular tracks. Scheduled for completion by spring 2023. Chuo Shinkansen: Using maglev technology, this new line is scheduled to connect Tokyo with Nagoya in 2027 and with Osaka in 2037. Advertisement The Economist explains: Why Japan leads the world in high-speed trains | The Economist purchase-rights icon MANY countries seem obsessed with high-speed rail. Britain intends to build a controversial high-speed link known as HS2, connecting London to Birmingham, Manchester and Leeds. In California there are plans to build a high-speed link between San Francisco and Los Angeles. France is slowly expanding its high-speed lines (known as the TGV) while other countries, such as Spain and China, are enlarging their networks of whizzy trains more rapidly. Japan's high-speed “bullet” train is often held up as an exemplar by rail boosters and governments keen to acquire their own shiny new train-sets.

How did Japan come to be the world leader in high-speed trains? Trains symbolise modernity in Japan. During the Meiji restoration in the late 19th century, when Japan modernised at break-neck speed, the high technology of the day was the locomotive. By the 1930s the first railway trunk route, linking Tokyo with cities such as Nagoya, Kyoto, Osaka and Kobe, had become heavily congested. The first high-speed railway, known as the Shinkansen ("new mainline"), cut journeys between Tokyo and Osaka by two hours (from six to four) when it opened in 1964. This made it competitive with air travel, an industry which Japan had eschewed after the second world war, to avoid inadvertently stoking fears of rearmament. Geography also influenced the rail network's development: most of Japan's 128 million inhabitants live in a few densely populated parts of the country. By linking those dense populations together—nearly 40 million people in greater Tokyo with 20 million residents of Osaka, Kobe and Kyoto—the railway helped to shift business patterns, making day trips between Tokyo and Osaka possible.

Many of its customers were rich and willing to pay for more expensive high-speed tickets. The service had carried 100 million passengers within three years and 1 billion by 1976. Now around 143 million use the railway annually. In 1987 Japan's national railways were divided and privatised into seven for-profit companies. JR East, the largest by passenger numbers, does not require any public subsidy from the Japanese government, unlike the heavily subsidised French network. One reason for its efficiency is that JR East owns all the infrastructure on the route—the stations, the rolling stock and the tracks—meaning there are fewer management teams duplicating each other's work. (By contrast in Britain, for instance, ownership of the tracks and trains is split up.) But the railway also thrives because of a planning system that encourages the building of commercial developments and housing alongside the railway route. JR East owns the land around the railways and lets it out; nearly a third of its revenue comes from shopping malls, blocks of offices, flats and the like. This money is reinvested in the network. In Britain, where planning and transport are rarely aligned, it is hard to create similarly successful commercial developments.

Indeed, most of the plans for the areas around the stations of HS2 are vague, and some of the stops along an earlier line, HS1, are still underdeveloped, years after the line was built. The ability to build large developments alongside the high-speed railways is a boon to the Japanese bullet line, as is the ability to charge high ticket prices. (When Koichi Tanaka, a scientist, won the Nobel Prize in 2002 he was reported as saying he would use the money to buy a ticket on the Shinkansen, to loud cheers.) But even so, 71% of the revenue from passenger tickets at JR East comes from the conventional, slower railway. High-speed trains are impressive. But countries looking to lay down speedy new tracks might want to consider investing in their existing railway lines as well. Dig deeper: Japan tests 310mph bullet train - Telegraph Japan Japan tests 310mph bullet train Japan's "floating" trains of the future, designed to travel at speeds of 311mph, have undergone their first test tracks.

By Danielle Demetriou, Tokyo Comments The new generation L0 Series trains, which employ the latest magnetic levitation technology instead of conventional wheels, will begin commercial services in 2027. The first five cars of the new train, which has a distinct aerodynamic "nose" at the front, were displayed on a test track in Yamanashi Prefecture. The carriages, which are propelled by magnetic forces, were pulled along the track by a special maintenance vehicle as part of preliminary trials, with wide-scale tests due to commence in September. The new train, designed by Central Japan Railway Co (JR Tokai), will initially link central Tokyo with Nagoya station, cutting current bullet train journey times by more than half, from 90 to 40 minutes. The final train will consist of 16 carriages carrying up to 1,000 passengers at a time, with plans under way to extend the line to Osaka by 2045. The plan is ultimately to create a high-speed mass transit maglev network across the country.

Related Articles How to ride the world's fastest trains 22 Apr 2015 It was in 1964 that Japan was propelled to the forefront of transport technology after it unveiled its first bullet train – known as "shinkansen" – to coincide with its hosting of the Olympic Games. Since then, Japan has become famous as home to the world's most sophisticated rail network system, with bullet trains travelling at speeds of up to 199mph across more than 1,400 miles of tracks. Shinzo Abe, the prime minister, is currently pushing for a surge in sales of Japanese road, railway and power station technology to emerging nations such as India, which is expected to use Japan's bullet train technology for a new Mumbai to Ahmedabad line. Today, with close to 60 years passing since the first bullet train was launched, Japan is investing heavily in maglev technology in order to remain at the forefront of rail engineering. Competition with China is already strong, with the Shanghai maglev train capable of travelling at a top speed of 268mph – although its average speed is 152.5mph due to the limited length of the track.

SHINKANSEN - Go Japan Go SHINKANSEN Shinkansen - High Speed inter-city passenger train in Japan. The Shinkansen is known in the West as the " Bullet Train ". Details on Shinkansen network, history, models, pictures and video. The first line, the Tōkaidō Shinkansen, was opened in 1964. The network has since expanded to link most major cities on the islands of Honshu and Kyushu with running speeds of up to 300 km/h (186mph). Shinkansen Picture: 700 Series Shinkansen at Shin-Osaka Station Shinkansen Services On the most-travelled Tokaido route is Tokyo Osaka , there are three types of Shinkansen, reflecting the number of stops that the train makes: Nozomi - the fastest type of Shinkansen. Japan Rail Pass holders cannot travel on these. All reserved seating. Hikari - the next fastest, still pretty fast. Kodama - makes more stops, and generally only cover small stretches of the Shinkansen lines.

East Bound - Tokaido Route Shinkansen Timetable Shinkansen Picture: Interior of 700 Series Shinkansen. Note the aircraft style seats, but with more leg room. Overhead shelves hold carryon style luggage. Shinkansen Models Shinkansen 700 Series Making a reservation for Shinkansen On Tokkyu and Shinkansen, some of the carriages require passengers to have reserved their seats in advance. For example, on a typical 16-carriage Shinkansen, only five of the carriages permit non-reserved seating, and only two of those are non-smoking. On a busy train, making a reservation in advance can ensure a comfortable journey. Boarding Shinkansen Picture: Boarding the 700 Series Shinkansen . Note the safety railing with the carriage doors lining up. Making a reservation is surprisingly easy, and is strongly advised for popular journeys (such as travelling from Tokyo to Kyoto on a Friday evening, or taking a train from Nagoya to Takayama ). Look out for the JR Office at the train station, which bears a little green logo of a figure relaxing in a chair - and ask to make a reservation when you buy your ticket.

The reservation can be made anywhere from a month in advance to literally minutes before the train leaves. If you are a Japan Rail Pass holder, simply go to the JR Office, and present your Rail Pass when requesting a reservation for your journey. The ticket that you are given will not allow you to pass through the automated barriers though - you'll still need to present your Japan Rail Pass at the manned barrier to get to the train. High Speed Bullet Train | Shinkansen Enter age for best available discounts How old is traveler 1? Enter age of traveler 1. Use digits only. How old is traveler 2? Enter age of traveler 2. Use digits only. How old is traveler 3? Enter age of traveler 3. Use digits only. How old is traveler 4? Enter age of traveler 4. Use digits only. How old is traveler 5? Enter age of traveler 5. Use digits only. How old is traveler 6? Enter age of traveler 6. Use digits only. How old is traveler 7? Enter age of traveler 7. Use digits only. How old is traveler 8? Enter age of traveler 8. Use digits only. How old is traveler 9?

Enter age of traveler 9. Use digits only. Travel included with a: Japan Rail Pass . From Shin-Osaka to Hiroshima Travel included with a: Japan Rail Pass . From Tokyo to Shin-Osaka Travel included with a: Japan Rail Pass . From Hiroshima to Hakata Travel included with a: Japan Rail Pass . From Tokyo to Akita Travel included with a: JR East Pass . From Hakata to Kagoshima Travel included with a: Kyushu Rail Pass . Services on bullet trains Train announcements made in multiple languages Catering services onboard including food carts with snacks, drinks and meals plus vending machines Most trains are non-smoking Luggage Passengers are allowed two pieces of luggage, up to a maximum of 60kg and 250cm total in height, length and width. Delivery services are available. Bicycles Bicycles are permitted on bullet trains at no additional cost but must be folded or disassembled and packed. Animals Small pets including dogs, cats and birds are allowed onboard but must weigh less than 10kg and need to be carried in a container with a maximum total height and length of 90cm.

Accessibility Passengers in wheelchairs have access to special seating on high speed trains but must make a request to the station they are boarding at, two days in advance. Wheelchairs must conform to maximum size requirements and those with steering wheels are generally not allowed. Elevators and escalators at stations are wheelchair-friendly. Strollers can be carried onboard at no charge, as long as they are folded and placed either in front of the seat or in the luggage compartment. Rail passes for travel on bullet trains in Japan Some top attractions in Japan Jigokudani Snow Monkey Park, Nagano Wildlife enthusiasts will love the opportunity to observe Japanese macaques in their natural habitat. See how the macaques, nicknamed “snow monkeys”, bathe in the hot springs and playfully interact. Hiroshima Peace Memorial Museum, Hiroshima Inaugurated in 1955, approximately 1 million annual visitors pay their respects to the exhibits displaying the effects of the atomic bomb dropped on central Hiroshima. The museum pays tribute to all of the lives lost and affected by the tragedy and seeks to convey the message of international peace and the elimination of nuclear weapons.

Fushimi Inari Shrine, Kyoto Thousands of orange and black torii gates lining paths to the woods of the sacred Mount Inari are a dedication to Inari, the Shinto god of rice. A site not to be missed, the entire walk and climb to the mountain summit takes approximately 2-3 hours. Shinjuku Gyoen National Garden, Tokyo A trip to Tokyo would not be complete without seeing the wondrous display of cherry blossoms adorning this national landmark. Visitors are offered a peaceful escape from the bustling city and can take long strolls around the vast green lawns. Osaka Kaiyukan Aquarium, Osaka Opened in 1990, the Osaka Aquarium is one of the largest public aquariums in the world. The habitats display marine life from the “Ring of Fire” volcanic belt of the Pacific Ocean and give visitors the impression of always being underwater. Port Tower Selion, Akita Visitors flock to this Japanese landmark because it shows off a 360-degree panorama and a startling view of the sunset. Standing at over 100m above the ground, the Port Tower Selion offers free admission to everyone.

The Bullet Train That Could Change Everything | The Texas Tribune Donate The Bullet Train That Could Change Everything In Texas, a new model for high-speed rail is hurtling forward. If successful, it could mark a turning point for the development of public transportation around the country. by Aman Batheja and Stephen J. Smith Aug. 18, 2014 6 AM The Japanese Shinkansen is a high-speed trail used by JR Central in Japan. A private company is planning to build a rail line between Dallas and Houston using the same trains. Norihiro Kataoka *Correction appended. For years, the Japanese company behind the world’s first and busiest high-speed rail system has been itching to enter the U.S. high-speed rail market, hoping to sell one of the world’s ripest passenger rail markets on its breathtakingly fast Shinkansen bullet trains. But with Central Japan Railway’s efforts to sell high-speed trains on the U.S. coasts going nowhere, Texas has emerged as the company’s best hope for introducing its wildly successful technology to the American market. It also may turn out to be a transformative event in the history of the nation’s transportation system. The Texas Tribune thanks its sponsors. Become one .

Barack Obama unveiled his vision for a national network of high-speed passenger rail lines three months after being sworn in as president in 2009. But the administration’s hopes of offering billions of dollars in funding over several years never panned out , largely due to Republican pushback against investing so much federal money in the projects. Meanwhile, every day in Japan the six high-speed rail lines that make up the Shinkansen system shuttle nearly 400,000 people along nearly 1,500 miles of track. The oldest and most popular line runs the 300 miles between Tokyo and Osaka, cities in the country’s two most populous metropolitan regions. It’s a 90-minute ride — just long enough for riders visiting from abroad to feel as if they have stepped into some kind of futuristic movie. Since launching in 1964, the system has not recorded a single fatality. Central Japan Railway Co., also known as J.R. Central, sees a huge opportunity for exporting its technology to America, where the busiest passenger rail line takes about seven hours to slog the 400 miles between Washington and Boston. Today, there are only three significant high-speed rail projects in advanced development in the U.S.

— in Texas, Florida and California. At some point during the early planning of all three ventures, J.R. Central offered to sell its trains to those states but only found sure footing in Texas. The Texas project, led by a private local company working with J.R. Central, is by far the most ambitious. Texas Central High-Speed Railway is promising to connect Houston and Dallas with the fastest trains at 205 mph, developed on a relatively snappy timeline with little support from taxpayers. By contrast, the California train will be heavily subsidized and take years longer to develop. Texas Central Railway has set a 2021 target date for beginning operations while the California line isn’t expected to connect Los Angeles to San Francisco until 2029. In Florida, a privately funded project could begin service between Miami and West Palm Beach as early as 2016 but is projected to be the slowest of the three, traveling at less than 100 mph through some areas, and run on a congested century-old right-of-way, including a portion that will run on a converted freight line. Enlarge Graphic by: Next City At first blush, Texas may not seem like the ideal place in the U.S. to debut high-speed rail.

The state’s urban centers have a history of low public transportation use, despite expanding light-rail networks in its largest cities. And they are very car-oriented, without any significant intercity rail traffic. But all those cars indicate a whole lot of people, too: The Houston and Dallas-Fort Worth metropolitan areas were among the fastest-growing in population nationally last year, coming in first and third, respectively. Just as important, those very large populations interact with one another on a regular basis; the air routes between the two metro regions are among the busiest in the U.S. The land between the two cities is also largely flat and unpopulated, making real estate acquisition a cheaper prospect than it would be in other major metropolitan regions. The Texas Tribune thanks its sponsors. Become one . Even the distance between the two cities — about 230 miles — is considered an ideal length to take advantage of bullet train technology, company officials say. “It was the most innately financeable corridor,” said Robert Eckels, president of the Texas Central Railway. Texas Central, formerly Lone Star High-Speed Rail, was created in 2010 to develop a platform for J.R. Central’s technology in America. Texas Central officials say J.R.

Central is not financing the Texas project, but is a “promotional and technical partner.” If the project moves forward, J.R. Central would sell its trains to the company and play some advisory role on the system’s operations, but the extent of its intended involvement is unclear. Texas Central officials have said the project will be privately funded and not require any public funding to subsidize its operational costs. If the private financing can be secured, the Houston-Dallas connection would be the fastest high-speed rail line in the nation and among the first successful private passenger rail projects in recent American history. It would essentially be the modern Sun Belt’s first new intercity passenger rail line of any sort in over a decade. If successful, it could mark a turning point in the urbanization of the U.S., and a high-profile rebuff to more progressive coastal cities that have struggled to modernize transit systems with the high-speed technology that has already reshaped Asia and Europe. The Texas project would also be a huge feather in J.R. Central’s conductor’s cap.

The company is about to start construction in Japan on a nearly unsubsidized cutting-edge maglev — short for magnetic levitation — train line, connecting three major metropolitan areas and powered by electromagnetic propulsion rather than a fossil-fuel-powered engine or the electricity that powers other Shinkansen lines, including the proposed Texas Central Railway. Yet much more expansion is unlikely in Japan, where low population growth means less demand for new infrastructure. To keep growing, the company must look abroad. As the Texas proposal has drawn more attention, supporters are framing it as a key opportunity for the state to burnish a reputation as a trendsetter on the national stage. “As Texans, we take great pride in blazing a path for the rest of the country to follow,” the mayors of Houston, Dallas and Fort Worth wrote in a letter endorsing the project in April. “This project will do just that.” Mass transit, Texas-style The Texas Tribune thanks its sponsors. Become one . Over the last year, officials with Texas Central have traveled around the state, touting their plan to profitably ferry passengers from Houston to Dallas in 90 minutes or less, with as many as 34 trips a day in each direction.

In explaining their confidence that the plan will become reality, Texas Central officials have pointed to the state’s regulatory framework, which Gov. Rick Perry often proclaims as more predictable and less burdensome than those in other states. Texas also has a history of embracing the private sector for infrastructure projects, particularly toll roads. The best-known of those projects, a privately financed, 41-mile stretch of State Highway 130 in Austin that sports an 85 mph speed limit, the fastest in the country, technically defaulted on its debt in July, according to Moody’s Investors Service. Eckels, a former chairman of Houston’s Harris County Toll Road Authority, is circumspect when it comes to discussing the cost of the Houston-Dallas connection. Officials originally said they planned to raise $10 billion in private investment but have since backed away from that figure. “Even slight modifications to the alignment can result in significant cost savings or cost increases, so the final project cost is difficult to estimate at this phase,” Texas Central spokeswoman Sophia Reza said. While Texas Central isn’t planning to take any public subsidies, the company is not ruling out federal tax-exempt financing opportunities available to other large infrastructure projects.

Reza said the company may also receive support from the Japan Bank for International Cooperation, a state-owned entity in that country that, like the Export-Import Bank in the U.S., helps provide financing for projects that encourage exports. Reza declined to say how much the company expects to raise for the project by selling bonds to private investors. Despite the reticence to put a price on the rail line, company officials say they expect to be solvent quickly. Texas Central aims to earn back its investment through ticket revenue, charging passengers for amenities and transit-oriented development around its stations. “All of our financial modeling is that this project will begin covering maintenance and operation [costs] from day one and will very soon start covering debt service,” Eckels said. He has said that taking federal money would mire the project in additional regulation and bureaucracy, slowing progress. “If we start taking the federal money, it takes twice as long, costs twice as much,” Eckels said in 2012. “My guess is we’d end up pulling the plug on it.” Richard Arena, a transportation and infrastructure consultant who sits on the board of the U.S.

High Speed Rail Association, said he believes Texas Central’s project could become the first truly high-speed rail system in the country, but he has concerns about the project’s financing. In particular, he’s not clear how the Dallas-Houston line will manage to earn enough revenue to pay off the interest on the billions of dollars’ worth of bonds that will likely have to be issued to fund the construction. Such financial challenges are why some public subsidies are the norm for public rail systems, he said. “I still have skepticism of where the funding is going to come long-term,” Arena said. Meeting financial goals will be far more critical for Texas Central than for Amtrak, for example, which can subsidize money-losing routes across the country with revenue from its most profitable Northeast Corridor lines and turn to Congress for an infusion of taxpayer dollars in case of emergency. There will be none of that wiggle room in Texas, where the state’s Republican leadership has shown very little interest in supporting rail projects. “The best words you said there were privately funded,” U.S. Sen. Ted Cruz , R-Texas, said recently when asked about the project.

“When it comes to privately funded, I believe that citizens in the private sector are a lot better at deciding how to allocate their capital, how to assess the costs and benefits, than is the federal government. “The federal government does it, we end up with a whole lot more Solyndras,” he added, referring to the solar-panel manufacturer that defaulted on a $535 million federal loan. “The private sector decides it wants to fund a project, terrific for them.” The resistance to public financing is widespread enough that a plank in the Texas Republican Party’s 2014 platform specifically rejects using gas tax revenue to support “mass transit, rail and bicycle paths,” or anything else that is not highway construction. State funding for passenger rail also lacks strong support among lawmakers in the Texas Legislature. During the 2013 legislative session, when the Senate’s chief budget writer, state Sen. Tommy Williams , R-The Woodlands, tried to win approval for budgeting $6 billion toward transportation projects, he vowed that none of the money would go toward passenger rail projects, which he described as “a black hole for money.” “One passenger rail project would burn up the money in this fund,” Williams said.

“I just don’t think it’s a wise use of state resources.” No lawmakers publicly challenged Williams on the provision. Graphic by: Next City All aboard While Texas Central knows where it won’t get the money for its train lines, it's less clear where it will get the needed backing. Texas Central Railway says it intends to raise most of the money in the U.S., but so far, its ability to draw the billions of dollars in investment is merely speculative. The experience of All Aboard Florida could be instructive. The company is in the process of cutting a number of land deals with various levels of government for stations and transit-oriented developments around them, and has won a commitment from the state to build its terminal at Orlando International Airport. The Texas project is expected to follow a similar approach to development, though company officials have already nixed the idea of developing stations at airports. Just recently, All Aboard Florida took its biggest step yet to realizing its passenger project, one that Texas Central will eventually have to emulate: It sold $405 million in debt to private investors to finance the initial South Florida leg, from Miami to Fort Lauderdale. All Aboard Florida offered investors a 12 percent annual return on the five-year bonds.

The high-yield offering sold quickly, surprising observers who predicted investors would be scared off by the fact that All Aboard will have no cash flow until the railway is operating, which won’t be for at least another two years. But while the success of the sale could bode well for Texas Central, the projects could also be received very differently. In its coverage of the All Aboard bond sale, Reuters reported that private investors were attracted to the project in part because it involves repurposing and expanding an existing freight railway and doesn’t require as much higher-risk, ground-up construction as the Texas project. Another draw for investors, Reuters reported, was the possibility of government financing down the line, again something that the Texas project doesn’t offer. This is not the first time a private firm has attempted to build a high-speed rail line in Texas. Back in the late 1980s, two European-backed firms were competing to win a state franchise to connect the so-called Texas triangle of Houston, Dallas, Austin and San Antonio. Dallas-based Southwest Airlines waged an aggressive campaign against the awarding of the franchise, arguing that it would force the carrier to severely scale back its operations in Texas.

State officials ultimately granted French-backed Texas TGV a franchise, only to see the company give up on the project after failing to come up with enough capital. This time around, Southwest Airlines has said it is neutral on the Texas Central Railway project. Eckels and airline industry experts have predicted that the airline will maintain its neutrality, as Southwest has diversified its business enough that it would not likely view a high-speed rail project as a threat to its business. A turning point While Texas Central’s project has drawn plenty of attention and some endorsements, most public officials and members of the public are reserving judgment until more details come out. In June, the Federal Railroad Administration launched an environmental impact study of the project. That is likely to include a series of public meetings later this year or early next year to field questions and concerns. Peter LeCody, president of Texas Rail Advocates, an advocacy group, said those hearings will likely draw some of the most intense interest from farmers and other property owners who could be affected by the rail line. He expressed optimism that Texas Central officials can allay the project’s critics and meet its goal of shuttling passengers between Dallas and Houston by 2021.

He predicted that if that happens, high-speed rail projects in other parts of Texas and around the country would see a burst of momentum. “This could be the turning point,” LeCody said. “If you can show a return on your investment, I think people will be more open-minded.” This story was produced in partnership with Next City, a nonprofit organization that covers development in metropolitan regions. Disclosure: This story is part of NextCity's Forefront series, which is supported by the Ford Foundation, a major donor to The Texas Tribune. Southwest Airlines is a corporate sponsor of the Tribune. A complete list of Texas Tribune donors and sponsors can be viewed here . Correction: An earlier version of this article incorrectly stated the number of riders in the Tokyo-to-Nagoya line of the Shinkansen system in Japan. 310mph 'floating' trains unveiled in Japan - Telegraph Japan 310mph 'floating' trains unveiled in Japan The first of a new generation of high-speed, magnetic levitation trains has been unveiled in Japan, designed to operate at speeds of more than 310mph.

The worlds first commercially used maglev train in Shanghai Photo: AP By Julian Ryall, Tokyo Comments The front car of the Series L0 maglev measures nearly 92 feet long – of which 49 feet forms an aerodynamic nose section – and is fitted with 24 seats. A full 16-carriage train will be able to carry 1,000 passengers. Designed by Central Japan Railway Co. (JR Tokai), the state-of-the-art trains are scheduled to go into use in 2027 and link Shinagawa Station, in central Tokyo, with Nagoya. At present, it takes 90 minutes for a conventional "shinkansen" bullet train to complete the journey between the two stations, but the new technology will cut the trip to 40 minutes. The vehicle has no wheels – doing away with friction and, hence, providing a smoother and quieter ride at a faster speed – and is propelled along a track through electromagnetic pull. JR Tokai has announced plans to more than double the length of the track at its Tsuru development facility to 26 miles and conduct further tests.

Related Articles Snake halts Japanese bullet train 05 Jul 2011 "Through the test runs, we will make final checks to ensure that commercial services are comfortable," Yasukazu Endo, the head of the development centre, told local media. The aim is to extend the line to Osaka by 2045 and the cost of the new lines has been put at Y8.44 trillion (£64 billion). A panel under Japan's Ministry of Land, Infrastructure, Transport and Tourism is examining the route proposed for the new line by JR Tokai. The plan is for a track that runs through the mountain chain known as the Southern Alps to the northwest of Mount Fuji. A prototype of the maglev train on a test track in Tsuru, west of Tokyo in 2003 (AP) Japan will be the first nation to build a large-scale maglev route and hopes to be able to export the technology once it has been perfected.

Japan is famously the developer of the bullet train system – which can trace its genesis as far back as 1964 but is still regarded as one of the best high-speed mass transit systems in the world – but developers want to get in ahead of the competition for the next generation of trains. JR Tokai points out that bullet train technology will be 60 years old by 2025, while maglev technology is less polluting than flights that presently link the cities. At present, a maglev train operates in Shanghai. High Speed Train Systems Operate Worldwide High Speed Trains High Speed Train Systems Operate Worldwide Passengers board a CRH (China Railway High-speed) 'bullet train' at Nanjing Railway Station on January 28, 2007 in Nanjing of Jiangsu Province, China. The train can run at a top speed of 250 kph (155 mph). Getty Images By Amanda Briney Updated January 21, 2016. High speed trains are a type of passenger train travel that functions at a speed much higher than that of traditional passenger trains. There are different standards of what constitutes high speed trains based on the train’s speed and technology used however.

In the European Union , high speed trains are that which travels 125 miles per hour (200 km/h) or faster, while in the United States it is those that travel 90 mph (145 km/h) or faster. History of High Speed Trains Train travel has been a popular form of passenger and freight transport since the early 20th century. The first high speed trains appeared as early as 1933 in Europe and the U.S. when streamliner trains were used to transport goods and people at speeds of around 80 mph (130 km/h). In 1939, Italy introduced its ETR 200 train that had routes from Milan to Florence and was capable of traveling at a top speed of 126 mph (203 km/h). Services and further development for ETR 200 stopped with the beginning of World War II. continue reading below our video What are the Seven Wonders of the World After WWII, high speed trains again became a priority in many countries. It was especially important in Japan and in 1957, the Romancecar 3000 SSE was launched in Tokyo.

The Romancecar was a narrow gauge train (a narrower area than 4 feet [1.4 m] across between the railroad’s rails) and set a world speed record for its ability to travel 90 mph (145 km/h). Shortly thereafter in the mid-1960s, Japan introduced the world's first high volume high speed train that operated with a standard (4 ft) gauge. It was called the Shinkansen and officially opened in 1964. It provided rail service between Tokyo and Osaka at speeds of around 135 mph (217 km/h). The word Shinkansen itself means "new main line" in Japanese but because of the trains’ design and speed, they became known around the world as "bullet trains." After the opening of the bullet trains in Japan, Europe also started developing high capacity high speed trains in 1965 at the International Transport Fair in Munich, Germany. Several high speed trains were tested at the fair but Europe’s high speed rail service was not fully developed until the 1980s. Today’s High Speed Train Technology Since the development of high speed rail, there have been many changes in the technology used in high speed trains.

One of these is maglev (magnetic levitation), but most high speed trains use other technologies because they are easier to implement and they allow for more direct high speed connections to cities without the need for new tracks. Today there are high speed trains that use steel wheels on steel tracks that can travel at speeds over 200 mph. Minimal stopping for traffic, long curves, and aerodynamic, light trains also allow today’s high speed trains to travel even faster. In addition, new technologies being implemented in train signaling systems can enable high speed trains to safely minimize time between trains at stations, thereby allowing travel on them to be even more efficient. Worldwide High Speed Trains Today, there are many large high speed rail lines around the world. The largest though are found in Europe, China and Japan. In Europe (map) , high speed trains operate in Belgium Finland, France, Germany, Italy, Portugal, Romania, Spain, Sweden, Turkey and the United Kingdom. Spain, Germany, the U.K. and France currently have the largest high speed train networks in Europe. High speed trains are also significant in China and Japan (map) .

China, for example, has the world’s largest high speed rail network at just over 3,728 miles (6,000 km). The network provides service between the country’s major cities using maglev as well as more conventional trains. Prior to China’s construction of new high speed rail lines in 2007, Japan had the world’s largest high speed train network at 1,528 mi (2,459 km). Today the Shinkansen is highly important there and new maglev and steel wheeled trains are currently being tested. In addition to these three areas, high speed rail lines are also present as a commuter train in the eastern U.S. and also in South Korea and Taiwan to name a few. Advantages of High Speed Trains Once completed and well established, high speed train lines have many advantages over other forms of high capacity public transportation. One of these is that due to infrastructure design in many countries, highway and air travel systems are constrained, cannot expand, and in many cases are overloaded. Because the addition of new high speed rail can also be high capacity, it has the potential relieve congestion on other transit systems.

High speed trains are also considered more energy efficient or equivalent to other modes of transit per passenger mile. In terms of possible passenger capacity, high speed trains can also reduce the amount of land used per passenger when compared to cars on roads. In addition, train stations are normally smaller than airports and can therefore be located within major cities and spaced closer together, allowing for more convenient travel. Future of High Speed Trains Because of these advantages, high speed rail use is increasing worldwide. By 2025 Europe plans to dramatically increase its connections (PDF maps) and the EU has a goal of creating a Trans-European high speed train network to connect the entire region. Other examples of future high speed rail plans can be found across the globe from California to Morocco to Saudi Arabia, thus strengthening the importance of high speed trains as a viable form of future public transportation.

Question: The high speed network of bullet trains in Japan is known as what?
Answer: Shinkansen